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ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR
ESIA REPORT EXECUTIVE SUMMARY
PREPARED BY ELARD 13
EXECUTIVE SUMMARY
Earth Link and Advanced Resources Development s.a.l. (ELARD) (the “ESIA Consultant”), in
cooperation with Egis International, was appointed by the Council for Development and
Reconstruction (CDR) (the “Project Proponent”) to conduct an Environmental and Social
Impact Assessment (ESIA) and Resettlement Action Plan (RAP) for the Bus Rapid Transit (BRT)
system between Tabarja and Beirut and feeders buses services (the “Project”).
The objective of the Project is to improve transport connectivity and mobility on the coastal
corridor located to the North of Beirut. This objective will be achieved through:
(i) the construction of a new Bus Rapid Transit (BRT) System between Tabarja and
Beirut and within Beirut,
(ii) the establishment of feeder bus services to the trunk BRT line, and
(iii) the establishment of appropriate institutional arrangements for the management,
operation and maintenance of the new mass transit system.
The World Bank (WB) prepared the “Pre-feasibility Report for a Bus Rapid Transit System for
Greater Beirut” and will be appraising the Project for funding based on the outcomes of the
Feasibility Study and Environmental and Social Impact Assessment. When the Project is
approved for implementation, the CDR will be responsible for its construction while the
operation will be under the jurisdiction of the Railways and Public Transport Authority (RPTA).
Implementation of a Bus Rapid Transit (BRT) System has been identified as one of the
potential investments to improve mobility and traffic circulation along the three (3) main
entrances to Beirut: Northern, Southern and Eastern entrances. In the first phase, the
proposed Project addresses the Northern Entrance. The remaining two (2) entrances will be
studied at later stages.
Project Description
The Project is thus the implementation of a BRT System for the Northern Corridor of Greater
Beirut linking Beirut to Tabarja. In addition, the BRT corridor will continue into the city of Beirut
in an Outer Ring and an Inner Ring.
A BRT System is a bus-based mass transit system with large transport capacities and has the
following elements:
Alignment in the center of the road with physical separation of the dedicated lane
from mixed traffic;
Stations with off-board fare collection;
Station platforms level with the bus floor and multiple bus doors for entry; and
Bus priority at intersections.
The section along the Northern Highway runs from Tabarja to Beirut (Charles Helou) with a
length of 24 km and has 28 stations in the median with separating distance of 850 m,
connected to either side of the highway by pedestrian bridges, with stairs and elevators.
The Beirut Outer Ring with a length of 18 km follows the Mirna Chalouhi Boulevard - Emile
Edde - Jisr El Wati - Corniche Al Mazraa - Corniche Al Baher - Charles Helou - Nahr Al Mot.
There will be 21 stations, 700 m apart, and road-level pedestrian crossings.
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ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR
ESIA REPORT EXECUTIVE SUMMARY
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The Beirut Inner Ring with a length of 16 km stays within the administrative boundaries of the
city of Beirut. It passes through the following streets and avenues: Independence, Charles
Malek, General Fouad Chehab, Spears, Omar Bin Abdel Aziz, Bani Maarouf, and Algeria.
There will be 19 stops on the right hand side of the road, 570 m apart.
The overall BRT alignment is shown in the figure below.
Overall BRT Alignment
Along with the BRT service, feeder bus services with specific itineraries are going to be
provided to serve as transit, from and to the BRT stations.
The feeder bus lines are based on the “20 bus lines” project prepared by the Ministry of Public
Works and Transport (MoPWT). The total service fleet will comprise around 850-900 buses
operating on about 20 complementary bus routes outside the main BRT trunk lines.
Feeder Bus Network
The third component of the Project is institutional strengthening which includes:
The delineation of the arrangements for the management, operation and
maintenance of the new BRT System; and
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ESIA REPORT EXECUTIVE SUMMARY
PREPARED BY ELARD 15
The preparation of required studies to concession BRT operations to a private
operator under the supervision of the RPTA.
Public Consultation
The BRT System has primarily a general public interest for commuters. Its implementation aims
at enhancing public transport thereby easing traffic flows, reducing air pollutants emissions,
reducing travel time, and improving road safety conditions. As part of the ESIA Study, a
“Stakeholder Engagement and Consultation Plan” was developed to lay out the roadmap
on how the ESIA Consultant will facilitate capturing the opinions of stakeholders.
Three (3) main approaches were adopted to inform people about the Project throughout
the ESIA study to solicit their opinions:
1. Key Stakeholder Meetings and Interviews,
2. Two Public Consultation Meetings at the Scoping and Draft ESIA Study stages, and
3. Focus Group Meetings.
The most striking and relevant outcomes from the meetings, interviews, public hearings and
focus group meetings are summarized as follows:
1- On Project Design: While a reliable and efficient mass transit system is a must,
especially that the current system does not meet the expectations of the population
on various levels, removing one lane to be dedicated to a busway might lead to
more congestion. Furthermore, integration of the BRT bus with the feeder bus network,
and P&R facilities is a necessity to create a functioning, integrated system of public
transport.
2- On Environmental Matters: There is a need to have clean, low-emission buses that
attract the demand of passenger car users to a sufficient level so that they switch
from using private vehicles to using the bus.
3- On Social Matters: The current private operators of the common transport system will
face competition from the new BRT system – in terms of road space and service
provision. Construction of the BRT bus corridors is anticipated to create disruption and
heavy congestion along already-saturated roads that have a poor level of service.
The project design elements must cater for the needs of all persons: students, women,
young adults, professionals, persons with disabilities, the elderly, and should be
affordable.
4- On Institutional Matters: Lack of enforcement of the traffic law, illegal parking, traffic
rules violations by all road users might be an impediment to achieving the project
objectives. Furthermore, there is a general mistrust that the state institutions will
succeed in creating and maintaining an operating system of mass transit.
Policy, Legal and Administrative Framework
The key institutions spearheading the Project are the CDR, MoPWT and RPTA in terms of
design, construction, operation and maintenance. Key stakeholders who have a prominent
role in supporting the implementation and ensuring the Project is implemented and operated
in line with the rules and regulations are the MoIM through the TMO, the MoE and the MoC,
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since site preparations will be required. The municipalities are pivotal stakeholders in the
implementation, especially for the feeder bus network.
The applicable legislation is the responsibility of all stakeholders and actors to implement,
starting with the Traffic Law No. 243/2012, Environmental Protection Law No. 444/2002, Law
No. 37/2008 on Cultural Heritage, Law No. 58/1991 on Expropriation, Decree No. 8442/2002
and its amendment Decree No. 3054/2016 on Fuel Standards, and Law No. 220/2000 on the
rights of persons with disabilities.
Provided that the Project will be financed through loans from the World Bank, and given the
nature of the project that is classed as Category A, two safeguard policies apply, namely OP
4.01 Environmental Assessment and OP 4.12 Involuntary Resettlement.
Environmental and Social Baseline
Environmental and socio-economic aspects considered in this ESIA are as follows:
Physical environment: emissions and air quality, noise, soil and geological setting.
Landscape and biological environment;
Socio-economic environment;
Transport network and traffic; and
Cultural heritage assets.
The baseline conditions were analyzed based on 1) a desk study and 2) baseline field
investigations. The results of the field and desk surveys were documented in maps,
photographs and text describing the existing state of the environment prior to the proposed
operation of the BRT System components.
Overall Environment and Receptors
For the Northern Highway alignment from Tabarja to Beirut, each station was studied
separately. Each of the two Beirut Outer and Inner Rings alignments or corridors was divided
into several zones with respect to major avenues/ streets/ areas. In order to define the
assessment study area, a walking distance of a 300 m radius buffer area was delineated
surrounding each station. Receptors within each zone were identified.
Separate booklets were prepared to compile the findings of the baseline assessment. The
descriptions include:
Physical characteristics of the roads/highway where the BRT buses are planned to
pass;
Detailed GIS and Google Earth maps;
Photographic records;
A table providing information about the planned location of each station;
Environmental, social, cultural and archeological points of interest surrounding the
stations;
General observations; and
Links with other sites/ towns/ villages/ roads.
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ESIA REPORT EXECUTIVE SUMMARY
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Proposed Beirut Outer Ring BRT Line and Assessment Zones
Proposed Beirut Inner Ring BRT Line and Assessment Zones
Traffic
The Project lies in the heavily urbanized and congested area of Greater Beirut. The dense
nature of economic activities, housing, commercial, industrial and cultural attract a very
large number of commuters on a daily basis.
The AM peak hour traffic volumes on the southbound routes in the Project study area range
between 339 on Harissa Highway (feeder service) and 7,024 vehicles entering Beirut at
Charles Helou. The PM peak hour traffic volumes on the northbound routes range between
304 on Harissa Highway (feeder service) to 4,797 vehicles on the Jounieh Coastal Highway.
Public transport in Greater Beirut is not organized within a comprehensive system and lacks a
regulatory approach. Beirut chronically suffers from lack of parking spaces. One of the main
reasons that the road network is operating with a bad level of service is the existence of a
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significant number of double park and illegal on-street parking spaces reducing the capacity
of the road and blocking traffic circulation and even the sidewalks, where some cars park.
Emissions and Air Quality
The transport sector contributes 99% of the total CO emissions load, 62% of the total NOx
load, 4.8% of the total SO2 load and 63% of the NMVOCs load. Passenger cars have the
largest contribution to the emissions, since 85% of the Lebanese fleet consists of passenger
cars. The road transport sector accounts for 40% of national consumption of fuel and emits
23% of national GHG emissions, contributed through urbanization, negative externalities of air
pollution, traffic congestion and the old fleet of passenger vehicles. Privately-owned
passenger cars are also the largest contributor to GHG emissions, with 27% of CO2, 0.87% of
CH4 and 14.29% of N2O. The annual increases in the contribution of the transport sector to
GHG emissions between 1994 and 2011, on the order of 8%, 6% and 15% for CO2, CH4, and
N2O respectively are notable.
In terms of air quality, the ambient concentrations of NO2, PM10 and PM2.5 exceed the WHO
and IFC EHS Ambient Air Quality Guidelines in and around Beirut. Hence, the coastal airshed
is regarded as degraded. The coastal areas experience high levels of PM10 which are
correlated with sea breezes and dust carried over from the African and Arabian deserts.
PM2.5 which constitutes 61% of PM10 concentrations is related to local emissions from traffic
congestion.
Noise
High population density and large fleet size exacerbate the problem of noise pollution.
According to a survey of noise levels in the GBA and the perception of people, the results
show elevated noise levels above the national standards all around the city. Transportation
noise was perceived as the major source of annoyance by majority of the respondents in the
urban setting.
Noise measurements were carried out over 15-minute intervals at 25 locations, as part of this
study, reflecting daytime noise levels. Noise levels were measured near
residential/commercial buildings and proposed bus stations to acquire baseline noise levels
for the entire proposed BRT corridors - Northern Highway, Beirut Outer Ring and Beirut Inner
Ring. All noise levels approach or exceed the Lebanese standards and the IFC EHS
Guidelines, the existing noise levels throughout the project corridor fluctuate between 67 and
81 dB(A) by location, depending on site characteristics such as proximity to major roadways
like Charles Helou Highway, and other noise sources, the relative elevation of roadways and
receptors.
Geology, Soil, Groundwater and Seismicity
The topography of the area is flat on the coast, where the elevation ranges between 100
and 500 meters from the Mediterranean Sea to the west of the BRT, but becomes
mountainous with increasing slopes east of the BRT corridor.
There are eleven (11) geological formations and Quaternary deposits outcropping in the
study area. The surface water bodies that are crossed by the proposed BRT Corridor
comprise two (2) perennial rivers and three (3) seasonal streams. The major aquifers in the
Study Area are the Sannine-Maameltain Limestone formation (C4-C5) and the Miocene
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Limestone Formation (mL). Both formations include karstic aquifers with groundwater mostly
flowing through fractures and cavities. The general groundwater flow direction is to the west
(towards the sea). Almost all the area crossed by the BRT Corridor is characterized by
seawater intrusion due to overexploitation of groundwater along the coastal area.
Lebanon is located along the Dead Sea Transform Fault (DSTF) system which has several
surface expressions, represented in major faults (Yammouneh, Roum, Hasbaiya, Rachaiya
and Serghaya faults) and in uplifts as high mountainous terrain. The activity along the DSTF is
evident from the seismic activity record. Recent work categorized the Lebanese section of
the DSTF as being a strong seismic activity zone.
Landscape and Biological Environment
While the BRT System lies within a heavily urbanized area, some system components such as
the Park and Ride (P&R) facilities will be located on empty plots of land that are vegetated,
however non-productive.
No areas of special concern (world heritage sites, wetlands, biosphere reserves, or protected
areas) are located in the vicinity of the sites or along the median strips. Neither endangered
species, nor critical ecosystems/ habitats were recorded during the field visit. The plants
observed at the P&R facilities are mostly weeds and signs of degraded habitats such as
Ricinus communis, Chrysanthemum coronarium and Notobasis syriaca.
The existing median strips along the Tabarja-Beirut alignment mainly consist of exotic
ornamental plant species such as palm, Washingtonia, eucalyptus, olive trees and others.
Those species have no ecological value but have an important positive impact on local air
quality and aesthetic value given their presence in congested urban areas.
The median strips along the Beirut Outer Ring mainly consist of exotic ornamental plant
species such as palm, Washingtonia trees and other trees, shrubs, and herbs. Those species
have no ecological value but have an important positive impact on local air quality in the
different areas. Some native coastal plants are observed in the median strip along Corniche
Al Baher in Beirut. A highly-regarded vegetated median strip is located on the seaside next to
AUB campus in Beirut.
No faunal species or any traces of fauna were observed during the field visit except for
pigeons and birds which are adapted to cities. All the sites are situated in urban areas and
are not expected to support faunal species.
Socio-economic and Mobility Aspects
According to the latest statistics Lebanon‟s resident population is estimated to be 5.988
million (2016), of which 75.8% is urban population (2.226 million in the capital city of Beirut in
2015). It is important to mention that this number includes refugees, since due to the latest
Syrian war crisis, it is assessed that 1.19 million refugees currently reside in Lebanon (mid-2015).
The mass influx of Syrian refugees in Lebanon is one of the main challenges that Lebanon is
facing today.
The average annual population growth rate is 6.0% (2010-2015) while the urban annual
population growth rate in the same period is 3.2%. In spite of the fact that currently there is a
positive trend for population growth, future estimates show decelerating and decreasing
pattern of population growth. This suggests that by mid-century Lebanon will possibly have
ESIA FOR THE BUS RAPID TRANSIT (BRT) SYSTEM CDR
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an aging population, with larger proportion of the decreasing population (-4.1% between
2015-2050) living in urban areas. Based on the latest national survey in 2009, 10.8% of the
population live in Beirut, 27% in the suburbs of Beirut and 15.8% in Mount Lebanon. The
governorate of Mount Lebanon accounts for the largest share of the population and the
governorate of Beirut is ranked 5th in terms of number of inhabitants, however the city of
Beirut being the capital is the major economic pole in the country.
The Lebanese population is young, with 44% of residents below 24 years of age. Statistics
show that the households in urban areas are relatively small, with 54.7% in Beirut having
members between 1 and 3. In 2014, the national GDP was USD 49,631 million; annual growth
rate of 2% and per capita income of USD 8,844. The Services sector is the largest contributor
to the national GDP i.e. 73.2% of the Gross Value Added, followed by Industry (23.6%) and
Agriculture (3.2%). It is also estimated that 73% of the population have access to the Internet,
while 71 per 100 people have mobile-cellular subscriptions.
The traffic conditions in Lebanon are known for facing infrastructure challenges, congestion,
and deteriorating quality of already mismanaged public transport services.
Public transport modes are available in Lebanon; however, they are characterized by being
unreliable and in most cases improperly distributed over the market. The city of Beirut is over-
served compared to the demand, resulting in severe competition among operators, while
other cities have shortage of public transport services. The available public transport means
are not facilitated with the proper infrastructure to make them accessible by the public;
ultimately resulting in the utility of -the only reliable option- private vehicles. According to the
RPTA, the approximate number of passengers using public transport in 2014 was 1,213,268,
based on 19,112 and 18,033 morning trips and evening trips respectively. The infrastructure
and facilities such as bus stations, dedicated taxi-spots and proper scheduling of the
available systems are almost absent in Lebanon.
Mobility cost in Lebanon is estimated to be around US¢ 50/veh.km or US¢ 42/pass.km. . It is
important to note that the road transport sector in Lebanon is one of the largest energy
consumers (27.42% of national energy consumption). This reflects the economic burden of
the transport sector not just on the public but also on the national economy. Increase in
availability of properly managed public transport systems would tackle the three
components of mobility cost through the reduction of pollution, less fuel consumption due to
less utility of private cars, and reducing ownership costs. The annual household expenditure
on transportation is the third largest (13.11% of total expenses) after Housing expenses
(28.36%) and Food (20%).
It is estimated that 40% of the total road fatalities are pedestrians killed in traffic accidents,
compared to 10% in developed countries. Statistics show that the number of fatalities is
about 600 per year or 17 per 100,000 inhabitants. Absence of sidewalks, expansion of roads
at the expense of sidewalks and improper sidewalk arrangements and maintenance are the
main reasons causing pedestrian accidents.
In 2011, there were 1.446 million vehicles in Lebanon or 330 vehicles/1,000 population making
it the third highest in the region after Kuwait (426 vehicles/1,000 population) and Bahrain (347
vehicles/1,000 population).
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The age distribution of the vehicles reflects the old nature of the fleet (i.e. 71% older than 10
years). The size of the fleet and the old nature also impact negatively the public transport.
Average age of the shared taxis “service taxis” which are privately owned is about 20 years
old, and other public transport vehicles being more than 10 years old. All transport modes of
private/public buses, minivans, taxis have low occupancy rate of 1.2 passengers for taxis, 6
for vans and 12 for buses; average of 1.7 for passenger vehicles. These conditions result in
high energy demand by the transport sector; 3.08 MJ/pass.km or 15.06 GJ/capita.
Driving patterns and conditions also reflect the efficiency of road transportation. The
average speed in GBA is around 18 km/hr and decreases to <10 km/hr in peak traffic
conditions.
Currently, there is a functioning, mostly informal mass transit system that consists of private
station operators and bus drivers who run one or more buses in the same area of operation
of the BRT and its feeder network.
The survey of operators described the routes, fleet sizes, number of roundtrips per day and
passengers, along with the fares demanded. A round-up of the surveyed figures shows:
1- 1,414 buses that do 3,501 round trips per day, carrying 136,371 passengers per day,
and collecting a gross revenue of 234,316,000 million LBP per day (156,211 USD per
day)
2- 2,935 minivans that do 17,088 round trips per day, carrying 372,539 passengers per
day, and collecting a gross revenue of 398,354,000 million LBP per day (265,570 USD
per day)
The daily turnover of the current mass transit system in the study area is at least 421,780 USD.
A back-of-the-envelope calculation of the annual profits of a bus operator that rents a bus,
hires a driver, pays for diesel and pays for a stop in an illegal bus station, and the bus would
operate for 27 days per month, can reach at least 11,000 USD/year.
The socio-economic inductive study was conducted via an initial opinion survey, focus group
meetings to gauge social perceptions, and interviews with key informants.
The purpose of the initial survey that was conducted during the scoping phase was to collect
background information about the current modes of transportation and the public‟s opinions
regarding uptake of public transport in the Project area. A total of 60 questionnaires were
filled. The opinion census results showed the willingness of the Lebanese population to use
public transport and a rather strong awareness of the benefits of a well-managed public
transport system.
Four (4) types of focus groups were identified for the focus group meetings as follows:
1- Persons with commercial interests along the BRT routes (northern highway, outer and
inner rings) – this branched into two (2) meetings according to geography:
a. Meeting conducted at the training center of Beirut and Mount Lebanon
Chamber of Commerce, Industry and Agriculture (CCIA-BML) with Beirut
commercial establishments; and
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b. Meeting conducted at ELARD offices with Metn and Kessrouane commercial
establishments.
2- Syndicates and Public Transport Unions (meeting conducted at ELARD offices).
3- General public where persons were selected such that they represent the social fabric
from all walks of life – women, men, elderly, students, etc. Three (3) focus group meetings
were conducted with the general public:
Focus group meeting with Metn public (meeting conducted at the El Saydeh Church
parish in Sin El Fil);
Focus group meeting with Kessrouane public (meeting conducted at Saydet al-
Maounat parish in Haret Sakher); and
Focus group meeting with Beirut public (meeting conducted at the Municipality of
Beirut).
4- Persons with Disabilities (PwDs) (meeting conducted at Arc-en-ciel Non-Governmental
Organization (NGO).
NGOs (representing the civil society), mainly working on the public transport sector were
invited to the four (4) types of focus groups listed above. A total of seven (7) focus group
meetings were held during the months of February, March, April and May 2017.
Due to low turnout of representatives of public transport syndicates and commercial
establishments, specific meetings were requested with representatives who agreed to meet
and express their views. A third interview was held with an operator in the Dora station to
understand the dynamics of the informal mass transit system.
Land
The BRT Corridor will occupy the road right of way along its trajectory, and hence there is no
change in land use along the corridor. Nonetheless, in some areas along the highway in the
northern corridor from Nahr el Kalb to Tabarja there is a need to expropriate approximately
235 m2 of private lands to accommodate the pedestrian infrastructure of the stations along
the sidewalks.
The BRT Corridor in the Outer and Inner Rings is entirely located in the right of way, and no
land use change or acquisition needs arises.
The P&R facilities will be placed on publicly-available land which have been assessed to
have no productive value. One of the P&R facilities in Kfrayassine has five illegal households
with a total of 26 persons and some fruit trees.
The bus depot in Safra and bus terminal in Wata Slem, Tabarja will be located on privately-
owned plots 14,000 m2 (1 plot) and 6,000 m2 (3 plots and part of a fourth plot). The plots have
no productive activities or housing. Nonetheless, the depot and terminal locations are non-
built areas, and the creation of transport infrastructure that will become a hub for commuters
and a whole fleet of buses might change the land use in the area.
Land acquisition procedures and compensation estimates are fully evaluated in a
Resettlement Action Plan (RAP) prepared in line with Law No. 58/1991 and World Bank OP
4.12.
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Cultural Heritage
Given the richness of the Lebanese territories with archaeological riches and cultural
resources, it is important to investigate whether the Project‟s construction works might
adversely affect or unearth archaeological remains with cultural and historical value. Tthe
Project‟s footprint area, available at the time of the study, was shared with the Directorate
General of Antiquities (DGA) to advise on potential areas of interest from an archaeological
perspective.
The cultural points of interest along the BRT route were highlighted using information from
desk research and field surveys to pinpoint the locations of museums, galleries,
neighborhoods of cultural value, etc. whose locations might be sought by future system
users, and hence the bus route would be used as a means to promote cultural tourism.
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Analysis of Alternatives
No Project Alternative
Without the BRT project, the population of almost 2.2 million residing in Greater Beirut and the
larger urban population that commute to Beirut from the northern areas will not benefit from
a sustainable, efficient, advanced and safer transport system. The urban population which is
in continuous growth (87% of total population in 2050) will continue to suffer from traffic
congestion, traffic accident risks, and unreliable public transport systems. The dominant
transport mode would continue to be the private passenger car, while contributing to
overloading the capacity of existing roads, increasing pollution levels and GHG emissions,
and increasing the overall cost of mobility.
Without the dedicated BRT corridor, the buses would be stuck in mixed traffic, without
dedicated stations for passengers and regulated timetables. Ultimately, it is expected that
there would be no improvement in the level of service that a public transport system would
provide, with adverse impacts on quality of life and the environment.
Elevated BRT Corridors
BRT corridors running in the median highway can be constructed on separate elevated
roads or underground viaducts as an alternative to ground-level structures. Due to the
complexity of the underground system and the archaeological potential in Lebanon, only
the elevated system is considered as a potential alternative and compared to the current
project.
Elevated systems can have relatively high construction costs, due to the additional
requirement of raw material and complexity of the engineering, especially in already
developed urban settings. Elevated roads are preferred where there are a lot of intersecting
roads with the main corridor and the construction area not already developed. No
additional lane is gained by having elevated structures since the columns holding the road
will be occupying the space, especially in the case of construction at the median section of
the road.
Nonetheless, the elevated road option is advocated by the local authorities and
municipalities in the Kesserouan area. A feasibility study to evaluate the elevated road
option is currently being pursued by the CDR.
Bus Technology Alternatives
Most common buses operate on diesel fuel. Advanced models are equipped with Diesel
Particulate Filters (DPF) and Selective Catalytic Reduction (SCR) technology. There are other
more advanced technologies that operate on biodiesel, compressed natural gas (CNG),
diesel-electric (Hybrid), electricity using overhead electric wires (Trolley) or rechargeable
batteries, and Hydrogen (Fuel Cell) to name a few.
Trolley buses are not considered in the comparison, since the capital cost of the buses are
high and require a high-cost infrastructure of overhead wires and connecting poles in
addition to constant electricity supply, which is a challenge in current circumstances in
Lebanon. Other fuels also require some sort of requirements but mainly the supply of fuel.
Hybrid, Biodiesel and Diesel (with DPF) require similar facilities to provide the fuel. Natural Gas
and Fuel Cell buses need specific storage and supply systems that often increase the capital
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cost of these systems. Since natural gas infrastructure is not realized in Lebanon, buses
running on natural gas may not be realistic for the short to medium term.
The choice of diesel buses for the BRT System of this Project stems from the examination of
available infrastructure and availability of fuel types in the local market. It is recommended
to settle for a known and tested bus technology, provided that new buses are procured that
run on energy-efficient engines (Euro V or Euro VI), are equipped with DPF and SCR
technology to reduce PM and NOx emissions, and use ultra low sulfur diesel in conformity
with the national specified standards.
Potential Environmental and Social Impacts
The identification and analysis of impacts consists of appraising the design information
submitted by the Project Proponent, in conjunction with the baseline information of the site.
A single matrix was developed to summarize the impacts expected during the construction
and operation phases. The matrix describes the potential impacts through identifying the
sources/activities and the pathways through which these impacts affect receptors
(environment/human).
The identified environmental and socio-economic impacts are assessed in terms of their
Significance (Low, Moderate or High) based on the Likelihood (Low, Moderate or High) of the
impact and its Consequence (Insignificant, Minor, Moderate, Major, Critical and Beneficial).
A number of considerations are built into the Impact Consequence Criteria including nature,
direction, magnitude, geographical extent, timing, duration and reversibility of the impact as
per the MoE Decision No. 261/1/2015.
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Sources of Impacts and Potential Impacts during the Design/Pre-Construction Phase
Sources of Impacts during Design/Pre-construction Potential Environmental and Socio-economic Impacts
Poor integration of the BRT System with current public
transit services, other public transport systems to be
introduced in the future, or the surrounding
environment
Public outcry and frustration from insufficient or disintegrated services that do not meet the long-
standing demand for an efficient and reliable public transport system
The current design of stations‟ separating distances of 850 m on the northern highway, 700 m in
the Outer Ring and 500 m in the Inner Ring encourages users within 400 m radius to exercise as
they walk to the stations
Poor integration of the infrastructure with the local transit needs and cityscape might lead to
poor uptake of the new BRT services, especially if the design of stations, bridges and surrounding
infrastructure are not user-friendly for all people, appealing or safe for vulnerable groups such as
women, youth, special needs persons and the elderly
Potential visual impact resulting from constructed facilities of the BRT System that do not improve
the fabric and aesthetics of the urban space
Non-inclusion or weak integration of the current public transport service providers in the BRT
System might create social unrest among operators due to foreseen competition for passengers
and road space
If the level of service of BRT feeder buses are sub-standard to the BRT trunk line itself, or if
pedestrian infrastructure connecting P&R facilities and stations to neighborhoods and
satellite/commuter towns are not upgraded and/or designed to meet the different social needs
of users, commuters, especially women, people with special needs or limited mobility, students,
the elderly, etc. might be discouraged to undertake journeys in the BRT System
Poor or lack of allocation of sufficient space for commuters who alight from or wish to board
other vehicles at stations might lead to tailbacks on the right lanes and reduce the level of
service on the road
The reserved width of the BRT-dedicated lane on both
sides of median of the northern highway between
Charles Helou & Tabarja is 8.3 to 11.8 m
On the medium to long-term, it is anticipated that the BRT System would attract more customers
who will make the switch from private vehicles to using the bus, thus contributing to reduced
congestion and better level of service along the highway
Decreasing the width of the road which currently witnesses heavy congestion at most times, and
not exclusively during peak hours, will lead to public opposition in the short to medium-terms as
reduced congestion might only be gradual as private vehicle users switch to using the BRT System
Introduction of the BRT System in the section of the
northern highway between Nahr el Kalb and Tabarja
requires:
- Widening of the A1 Highway between Dbayeh
and Tabarja to a 3 by 3 lane road
Widening bridges or constructing new ones are associated with localized impacts on the local
environment (debris, construction-related impacts) and the canyons underneath that can
however be mitigated, with special attention to the neighboring Roman Bridge
Poor coordination of construction work schedules for A1 Highway widening and BRT-associated
construction works along the intersecting sections between Nahr el Kalb & Tabarja would lead to
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Sources of Impacts during Design/Pre-construction Potential Environmental and Socio-economic Impacts
- Widening of Ghazir and Casino du Liban bridges
by 4.6 m
multiple bottlenecks, cause social nuisance and lead to increased noise and air emissions from
vehicles idling in standstill traffic
Impacts from widening the A1 Highway are manifold and are examined separately in an EIA and
Land Acquisition and Resettlement Plan, prepared by the CDR
(www.eib.org/attachments/pipeline/20090635_eia_en.pdf). The impacts from the land
acquisition due to widening are addressed in the Expropriation decrees for the A1 highway
widening.
The land acquisition and resettlement impacts associated with the BRT pedestrian bridges are
analysed in the Resettlement Action Plan document, separate to the ESIA Report. Impacts
include partial land expropriation of a total of 235 m2 for the road widening without any land
fragmentation, approx. 14,000 m2 for the depot in Safra, and 8,000 m2 for the terminal in Tabarja.
All affected lands are non-productive. Some fixed assets such as steel containers and planted
trees will be removed and compensated accordingly. Five households illegally occupying state-
owned land in one of the P&R facilities in Kfaryassine will be displaced, however compensated in
accordance with the provisions of Expropriation Law No. 58/1991.
Introduction of the BRT System in the Beirut Outer Ring
necessitates that:
- 1,200 on-street side parking spaces are axed
- Due to road layouts, some sections cannot be
dedicated – such as in tunnels from Ain el Tineh to
Adlieh, Sin el Fil & Dekwaneh, Dbaibo between Ain
el Mreisseh & Raouche
- 2 m of the coastal sidewalk (Corniche) be
removed
- Street furniture, signals, stop signs and traffic lights,
and road marking be upgraded to
accommodate the BRT System with its stations
Improvements to road infrastructure is anticipated to enhance road safety. However, since
regular buses and taxis will continue to operate on the road lanes next to the BRT lane,
continuing to allow passenger-driven road habits of hailing taxis and buses to stop at
undesignated locations, as well as pedestrians crossing at unmarked locations through
inadequate road design to accommodate different uses and demands, might not bring about
the foreseen benefit enhanced road safety. Hence road infrastructure upgrades should solve the
cumulative impact from chaotic road usage by addressing the road design of all stretches that
the BRT buses and their feeders intend to service
On the medium to long-term, and if public parking lots with limited spaces are made available, it
is expected that fewer private vehicle journeys are made into the Greater Beirut Area that is
served by the BRT and its feeders, leading to higher parking fares, fewer fuel consumption and
pollutant and GHG emissions per commuter
Mixed traffic lanes might lead to bottlenecks and discourage the use of the BRT System for some
users, due to increase in journey time, and rise in collision risks in mixed traffic sections
On the short-term, the removal of on-street side parking is anticipated to create social dismay
and unacceptance from private vehicle owners, local shops‟ and business owners, and violations
of stricter street parking rules are expected to increase. Enforcement of strict no-parking and no-
stopping rules with fines should induce on the medium-term a disincentive to drive private cars
into the city for routine journeys, and guarantee free flow on the roads adjacent to the BRT lane
Given the high recreational and amenity value of the seafront promenade, narrowing the
sidewalk might induce public opposition to reducing the free, open air public space that is
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Sources of Impacts during Design/Pre-construction Potential Environmental and Socio-economic Impacts
revered by the city dwellers, and which is a touristic attraction in its own right
Introduction of the BRT System in the Beirut Inner Ring
necessitates:
- Removal of approx. 1,500 on-street parking spaces
on the right hand side, to be replaced with a
dedicated BRT bus lane
- Only one lane in some stretches remains available
for through traffic, and in some stretches the bus
would move in mixed traffic
- Dedicated lanes not to be physically separated
from the rest of the road to enable traffic
movement from side streets into and out of
residential neighbourhoods, which would however
cross-over the dedicated bus lane at numerous
points
The Inner Ring route traverses areas in the heart of the city of Beirut with a marked presence of
schools, universities, hospitals, government agencies, social welfare organizations esp. for persons
with special needs, cultural centers and museums/galleries, entertainment hubs, shopping areas,
restaurants, public parks, etc., hence an improved bus service with marked stops, good level of
service roads, with safety features, no on-street parking and upgraded pedestrian infrastructure
to residential neighborhoods, commercial areas, educational institutions, etc. should be
expected to attract students and inter-city commuters on short journeys, and contribute to less
traffic congestion during peak hours
Introducing a bus service within the city might result in less trips demanded from shared taxis,
within the zones that the bus and its feeder buses would service
Given the nature of the highly-dense and interwoven inner city streets, the maneuverability
impacts from having a dedicated bus lane in the Inner Ring are too restrictive for local traffic,
and direct access to residences and small businesses on the right-hand side of the road
While medium to long-term impacts from removing on-street parking spaces are positive for
calmer circulation of vehicles on the inner city roads, most parking spaces are used by residents
who do not have parking spaces allocated in their residential buildings or neighborhoods, hence,
unless alternative public/resident parking garages are made available by the Municipality of
Beirut by the time that the BRT bus runs, city dwellers on the Inner Ring route would not have
sufficient spaces to park their vehicles
Mixed traffic lanes might lead to bottlenecks and discourage the use of the BRT System for some
users, due to increase in journey time, and rise in collision risks in mixed traffic sections
Bus fleet and Operability
Bus size, engine, fuel used, and running frequency influence the assessment of air and noise
emissions; which based on the selected technology they will be reduced. The expected
reduction in private vehicles trips or trips made in passenger cars is also anticipated to influence
the net emissions budget.
The size of the bus, its amenities, frequency of running, operating staff, ticketing system, fares,
safety provisions for boarding, disembarking and using the buses by all persons will affect
acceptability and take-up. Larger buses within the city of Beirut are expected to be refused by
the city dwellers. Low-emission, clean and safe buses that operate on fixed schedules and routes
are a key feature that are expected to impact social acceptability and participation.
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Sources of Impacts and Potential Impacts during the Construction Phase
Sources of Impacts during Construction Potential Impacts during Construction
Site clearance, grading, excavation and paving
activities, which involve mobility of personnel and
mobilization/ operation/ demobilization of Powered
Mechanical Equipment (PME)
Temporary visual impacts with the presence of equipment, machinery and workers
Increase in air pollution, including Airborne particulates (dust) from soil disturbance
Increase in vibration and sound levels
Soil disturbance and potential impacts on land conditions and groundwater resources (e.g.,
changes in water drainage, erosion, runoff, sedimentation, grading)
Induced potential secondary development during construction in the surrounding areas
Accidental unearthing/disturbance of archaeological artefacts
No major impacts from construction works are anticipated on species of fauna and flora and their
habitats given the primarily urban nature of the project area
Exposure of workers, pedestrians and passengers to potential asphalt odor and hazardous fumes
during paving activities
Improper handling and storage of construction
materials/raw-material as well as accidents:
If construction works are not properly conducted and managed with safety measures considered,
people passing near the construction site could be at risk
Impacts resulting from any dewatering activities
Impact on workers‟ and pedestrians‟ safety resulting from improper handling and storage of
construction material and construction activities
Traffic accidents
Pipeline and/ or storage tanks fracturing, leakage,
as well as explosion and fire hazards
Potential sabotage (risk assessment and
emergency response)
Presence of: equipment, materials, soil heaps, and
borrow pits, on main existing roads and the
highway near commercial and industrial
establishments and residential units
Impact on the public‟s nuisance, health and safety in the heavily congested and dense corridors
of Beirut and the coastal areas in the districts of Metn and Kesseruoan
Potential loss of trees and vegetation in the
median strip and highway shoulder
Poor landscape and visual amenity, and less greenery in the local urban environment
Potential use of gensets (combustion of fossil fuel for
the operation of the gensets)
Change in ambient air quality
Workers‟ exposure to noise, dust and occupational Increased risks of accidents and health problems
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Sources of Impacts during Construction Potential Impacts during Construction
hazards
Closing sections of the highway and creating detours
to allow construction works and the movement of
vehicles to transport people and materials
Increased peak and off-peak traffic volumes at bottlenecks that will negatively impact people‟s
daily activities (delays to reach destinations, discomfort, increase in noise levels, etc.)
Potential negative impact on businesses (i.e. shops, markets, restaurants, cafes) on the highway
resulting from temporary loss of customers or delays
Improper storage of chemicals and generated waste
on-site
No major impacts from construction works are anticipated on species of fauna and flora and their
habitats given the primarily urban nature of the project area
Chemical and biological contamination of soil and water resources
Impact on workers‟ and pedestrians‟ safety resulting from improper handling and storage of
chemicals and solid waste generated related to construction activities
Accidental spillage of chemicals like fuel, lubricants,
oils and other chemicals used for construction works
and/or operating the equipment and/or generating
power
Inadequate management (handling and disposal) of
solid domestic and construction waste (including
empty cement bags, piles of sand and dirt due to
excavation, etc.), and generated domestic
wastewater
Asphalt application during the paving phase of the
exclusive BRT lane construction
Exposure of workers, pedestrians and passengers to potential asphalt odor and hazardous fumes
during construction activities
Impacts resulting from poor implementation of a Traffic
Management Plan during the construction of the BRT
system
Since significant part of the project involves construction on existing traffic routes, the successful or
poor implementation traffic management plan will have tangible impacts on the existing traffic
and the public using this traffic route
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Sources of Impacts and Potential Impacts during the Operation Phase
Sources of Impacts during Operation Potential Impacts during Operation
Operation and maintenance of the BRT System Enhancement of mobility for domestic and international tourists and highlighting of
touristic and cultural heritage features along the bus route, which leads to the promotion
of landmarks, museums and heritage assets
Enhancement in mobility, road infrastructure and furniture: signage, road markings,
signals, crossings
Local small business development around bus stations to serve commuters
Local public transport development around bus stations to further serve commuters (e.g.
taxis)
Socio-economic growth in the areas that have access to the BRT system through
direct/indirect employment opportunities, increase in land value and attraction of
development investments
Short-term to medium-term potential decrease in traffic flow and speeds, and therefore
increased congestion due to fewer lanes available for vehicular traffic, in the transition
period until commuters switch to using the BRT System and become regular users
Traffic creation at P&R facilities and at bus stations if passages and side road infrastructure
within localities are not upgraded
Short-term to medium-term potential increase in fuel demand due to the additional buses
added to the fleet in the transition period until commuters switch to using the BRT System
and stop using their cars
Resource consumption for the operation of the buses and maintenance activities
Potential soil contamination from accidental spills during maintenance and fueling
activities (e.g. fuel, lubricant or oil used for the maintenance)
Increase in noise levels especially during nighttime bus traffic
Hazardous and non-hazardous waste generation from maintenance activities
Solid Waste generation by passengers and operating personnel at stations and P&R
facilities
Switching to BRT System from other modes of transportation
(reduction of number of vehicles)
Potential reduction in GHG emissions
Potential reduction in emissions of air pollutants (CO, NOx, PM10, SO2) and GHGs
Organization of the public transport sector would lead to reduction in traffic incidents thus
road fatalities and injuries are reduced
Time and monetary savings for users switching from use of private vehicles to the BRT
running on a dedicated lane, with set time schedule and intelligent transportation system
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Sources of Impacts during Operation Potential Impacts during Operation
Higher rates of physical activity for BRT users due to longer walking distances which results
in health benefits for BRT users
Reduction in number of passengers using the current buses, thus reduction in passenger
turnover and reduced incomes to current bus drivers due to passengers switching to the
new BRT System
Provision of well-lit stations staffed with security personnel,
security cameras on buses and in stations/P&R facilities, and
pedestrian-scale lighting around stations
Creation of a safer environment in the areas served by BRT System
Better road and community safety due to both safer commuting and reduced exposure
to road-traffic pollution
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Given that the Project is at the feasibility stage and the System components will be subject to
detailed design, it is imperative that the environmental and socio-economic mitigation and
monitoring measures be revisited through site-specific ESIAs (with ESMPs). The site-specific
ESIAs for the System components, i.e. BRT Corridors, Feeder Buses, P&R facilities, Depot and
Terminal, reflect the final design and provide an update of the assessments and conclusions
of this ESIA where needed (including baseline, assessment and mitigation measures) to
address any gaps that could arise from the detailed design. The site-specific ESIAs should
include:
a. Livelihood Restoration Plan (LRP): Inclusive of a detailed socio-economic baseline
of affected bus operators and businesses subject to temporary disruption with
detailed measures to mitigate risks and impacts arrived at through consultation
with the PAPs.
b. Physical Cultural Resources (PCR) management plan: a detailed plan should be
prepared as part of the site-specific ESIAs to meet OP 4.11 requirements, in close
coordination and consultation with the Directorate General of Antiquities, once
the exact physical footprint and excavation depths for all affected plots are
determined.
c. Ambient air quality monitoring program: Empirical primary data needs to be
collected on ambient air quality immediately before and throughout BRT System
operation, in order to gauge the anticipated positive environmental benefit.
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Environmental and Social Management Plan for the Design/Pre-Construction Phase
Source of Impact Project Activities Mitigation Measures
T.D.1. Impacts resulting
from road closures,
bottlenecks due to
road works to construct
the BRT
Design of Project
implementation &
construction
T. D.1 mitigations include:
a. For the northern highway, the construction of the Périphérique, A2 and the implementation of the A1
Highway widening project are crucial to reduce the impact of the BRT construction, which will require
the closure of at least one lane of the existing network.
b. The bidders for the Construction Tender should be required to submit a Traffic Management Plan for the
construction, and the quality of the TMP should be one of the criteria to be considered in the selection
process of the contractor. The TMP should be shared with stakeholders and relevant authorities to inform
communities when necessary and prevent additional disturbance to already congested traffic flow. The
TMP should include the following considerations:
i. Ensure the diversion to alternate routes wherever possible will minimize traffic jams and
bottlenecks and minimize traffic related accidents;
ii. Lane availability and minimization of traffic flows past the works site;
iii. Acceptable working hours and constraints, avoiding peak hours or public holidays whenever
applicable;
iv. Agreement with local authorities on time scale for works and traffic delay requirements;
v. Identify road closures and prioritize order;
vi. Co-ordination with other planned road works;
vii. Establishment of incident management system for the entire duration of the works depending on
the location.
c. The proposed Construction Management Plan of the selected contractor should show a compact
construction phase as much as possible, and night shifts should be included in the construction program.
d. For the Outer and Inner Ring BRT lines, providing off-street parking to replace on-street parking is very
important before the construction work. However, the time between the completion of these parking
spaces and the beginning of the BRT implementation should not exceed one month in each area for
residents and the workers not to get used to the high parking availability.
ACH.D.1 Potential
damage to uncovered
archaeological
features during
excavation
Design of Project
implementation &
construction
ACH.D.1. The Directorate General of Antiquities (DGA) should be notified of the exact locations where site
works will occur and should be involved in the decision-making process during the planning phase of the
project (Article 19, Law 166/LR of 1933), impacts on uncovered archaeological features will be reduced. This
will allow to:
a. Institute the necessary measures that need to be considered in order to alleviate and mitigate any
negative impacts on cultural heritage and archaeology;
b. Identify sensitive areas prior to starting groundworks, and when possible relocate project components;
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Source of Impact Project Activities Mitigation Measures
c. Guarantee the application of the necessary measures for each project component and location;
d. Take into account the possible delays due to archaeological excavation and add them to the BRT
construction schedule;
e. Determine the needed budgets to conduct any needed archaeological excavation works, studies and
publications;
f. Set the technical specifications and the tendering procedure.
SE.D.1 Impact on other
secondary public
transport systems
Design of Project
implementation &
construction
SE.D.1 The preliminary assessment of the project already considered the wider Land Transport Sector Strategy
that has been recently developed by the Ministry of Public Works and Transport (MoPWT). Thus reducing the
chances for any conflict with future public transport developments
SE.D.2 Impact on city
aesthetics caused by
pedestrian bridges, bus
stations, depots,
terminals and
pedestrian traffic
Design of Project
implementation &
construction
SE.D.2. Mitigation measures to improve visual amenity include:
a. Preserving and maintaining the landscaping of the entire system and promoting tree planting and
homogenous visual design (signs, street lights, sidewalks, etc.) with the city design;
b. Ensure all future advertisement plans have a protocol and are integrated at different facilities and
installed on buses without causing disturbance to commuters;
c. Develop a contemporary architectural design for all different components of the project while
considering cultural values and the general aesthetics of the GBA.
SE.D.3 Land use, land
acquisition and
resettlement impacts
Design of Project
implementation
SE.D.3 Mitigation measures to adequately prepare for change in land use, land acquisition and resettlement
impacts include:
a. Evaluation of land acquisition procedures and compensation estimates in a Resettlement Action Plan
(RAP) prepared in line with Law No. 58/1991 and World Bank OP 4.12
b. Assessing the impacts from the anticipated change in land use in the bus depot and terminal areas
through a separate SEA study.
SE.D.4 Improper system
design that does not
accommodate persons
with special needs and
disabilities
Design of Project
implementation
SE.D.4 The design of the BRT system both in terms of infrastructure and bus fleet should be in accordance to
Law No. 220/2000 and its application Decree No. 7184/2011; relevant articles and design details are
discussed in Section 3.2.1.2.9
SE.D.5 Inflexible system
design that does not
allow future expansion
of the system to cover
other areas
Design of Project
implementation
SE.D.5 The current design of the system serves the areas with high demand should also consider:
a. facilitating the integration of the system with existing bus networks that links Tripoli (north), Chtaura (east)
and Saida (south);
b. facilitating the expansion of the system in terms of road networks with potential demand increase in the
future;
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Source of Impact Project Activities Mitigation Measures
c. facilitating the integration with other long term public transport plans (e.g. the railway project;
d. operation of the P&R facilities that would help commuters to use their private vehicles to reach to the
closest point to the BRT system and continue their journey towards Beirut.
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Environmental and Social Management Plan for the Construction Phase
Source of Impact Project Activities Mitigation Measures
T.C.1. Increased traffic
due to creation of
detours during
construction
During various
construction activities
that require traffic
management
T.C.1 Besides the strict implementation of the measures T.D.1.a & T.D.1.b,
a. Management measures should include that any total closure of a road has to be published 2 weeks
ahead, and information panels should be placed on the concerned road 1 month in advance. Those
closures should be during off peak hours and at night if possible; adequate information signs should be
placed 1 km before the closed road or as required on the surrounding road network if it is in the city. The
possible detours should be mentioned on the information signs.
b. Full cooperation of the Construction contractor with the Internal Security Forces and Traffic police
c. Transfer services using water taxis, ferries from sea ports should be considered
AQ.C.1. Airborne
particles (dust) from soil
disturbance
Construction works
(excavation, grading,
movement of trucks,
etc.)
AQ.C.1/AQ.C.2. Control measures for dust emissions:
a. Water for any earth moving close to the construction site to prevent visible dust emissions;
b. Using water in excavation works and milling (removal) of existing asphalt to suppress dust propagation;
c. Continuous application of water of disturbed surfaces that cannot be stabilized;
d. Water unpaved roads that is used for vehicular traffic and limit vehicle speed limits;
e. If water is not available segregation barriers (easily erectable boards 2.5m) should be applied to
separate the construction works from sensitive receptors; specifically, at the median construction sites,
the bus depots, P&R facilities;
f. Minimize large stockpiles of soil and excavation material, and whenever necessary enclose with side
barriers and/or cover when not in use;
g. Soil and construction material that are susceptible to dust formation should only be transported in
securely covered trucks.
AQ.C.2/A.C.3. Control measures for vehicular and equipment emissions:
a. Periodically check and conduct maintenance of the construction machinery and vehicles;
b. Regularly check engine oil and use engines/machinery/equipment with good efficiency and fuel
combustion characteristics;
c. Use of catalytic converters and good quality fuels (Low Sulphur);
d. Stack height of generators should be at least 3 meters above ground;
e. Ensure availability of trained technicians and operators on site
f. Air quality monitoring at the project site during construction activities;
g. Conduct paving activities during off-peak hours to minimize exposure of receptors to odors, and use
advanced application methods and machinery with built in exhausts;
AQ.C.2. Fugitive
emissions during
constriction works and
odors from paving
activities
Construction works
(earth works, paving,
pilling, machinery,
etc.)
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Source of Impact Project Activities Mitigation Measures
AQ.C.3. Impacts on air
quality from generators
Mobile diesel
generators
h. Ensure the usage of Personal Protective Equipment (PPEs) (hard hat, gloves, masks, safety glasses, etc.).
N.C.1 Increase in
vibration and noise
levels from general
construction activities,
and movement of
construction vehicles
Heavy machinery
and generators
operation
Transport of raw
material, construction
waste, workers, and
traffic congestion
resulting from detours
and construction
activities
N.C.1. Control measures for noise and vibration propagation:
a. Preparation of noise control plan by the contractor depending on the location prior to the commission of
activities to take the proper measures based on site characteristics and distance from receptors;
b. Install noise barriers where necessary, especially at the median section where there is continuous traffic
and movement of potential receptors;
c. Ensure periodic monitoring of noise levels during peak construction activities to ensure noise levels are
not increased more than 3 dBA;
d. Impose speed limits on construction vehicles;
e. Using horns should be prohibited by construction vehicles and trucks on the access roads and on
construction sites;
f. Utility of efficient equipment and less-noisy design alternatives, and ensure maintenance and repair of
machinery and equipment;
g. Construction works should be limited in time, and based on the location only work during daytime, and
restrict use of noise equipment and apply sequential operation schedule to reduce continuous noise
generation;
h. Whenever possible enclose noisy equipment and generators to reduce noise levels;
i. Consultation with sensitive receptors (hospitals, hotels, schools, etc.) and notification during peak
construction activities; take maximum noise reduction measures nearby sensitive receptors.
j. Restrict noise-generating construction activities to the allowable hours of construction as identified by
local jurisdictions where feasible. Construction is generally allowed to start at 7:00 a.m., Monday through
Friday. Construction activities should end by 6:00 p.m., Monday through Friday, in most of the
communities around the project area. No construction activities should occur on Sundays or holidays. If
work is necessary outside of these hours, local jurisdictions shall require the contractor to implement a
construction noise monitoring program and, if feasible, provide additional mitigation as necessary (in the
form of noise control blankets or other temporary noise barriers, etc.) for affected receptors.
k. Limit pile driving to daytime hours only.
l. Equip all internal combustion engine driven equipment with intake and exhaust mufflers that are in good
condition and appropriate for the equipment.
m. Prohibit unnecessary idling of internal combustion engines within 30 meters of residences.
n. Locate stationary noise generating equipment as far as possible from sensitive receptors.
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Source of Impact Project Activities Mitigation Measures
o. Utilize "quiet" air compressors and other "quiet" equipment where such technology exists.
p. Avoid staging of construction equipment within 65 meters of residences and locate all stationary noise-
generating construction equipment, such as air compressors, portable power generators, or self-
powered lighting systems as far practical from noise sensitive receptors.
q. The contractor shall prepare a detailed construction plan identifying the schedule for major noise-
generating construction activities and distribute this plan to adjacent noise-sensitive receptors. The
construction plan should also list the construction noise reduction measures identified in this study.
SWR.C.1. Site
Clearance and
demolition activities
Beginning of
construction activities
and clearance of
sites
SWR.C.1. Construction and activities will include excavation works and soil compaction in the immediate
vicinity as a result of vehicle and construction equipment operations. However, since most of the BRT path is
already along an existing highway in an urbanized area then no valuable soil loss and/or topographic /
hydrologic adverse impacts are expected along the project path. Construction will require sourcing of raw
materials including aggregates some of which will be sourced from local quarries. Such demand for
aggregate materials have a cumulative effect on the adverse impacts resulting from quarries involving
geology hydrology and groundwater.
The following mitigation measures shall be respected:
a. Cover and contain stockpiles to protect them from being carried away by wind and runoff water;
b. Source aggregate materials from quarries operated by companies with high Environment, Health and
Safety Management standards, with quarry rehabilitation plans in place, and with a reputable history of
implementing such rehabilitation plans.
SWR.C.2. Accidental
spills or leaks of fuel, oil
and other chemicals
During various
construction phases
(grading, paving,
installation and
building of structures,
etc.)
SWR.C.2. Mitigation measures to minimize any potential spills and leaks:
a. Store and handle any type of chemical, oil, fuels and lubricants within contained facilities (e.g. bunded
areas, leak proof trays) designed to prevent the release of spills/leaks to the soil and groundwater
environment;
b. Put in place a maintenance schedule as part of the inspection procedures of all
equipment/generators/machinery for risk minimization;
c. Maintain machines and equipment off-site or onsite in a contained area with impermeable concrete
pavement and drainage for vehicle washing and maintenance;
d. Oil spill response kits should be available wherever oils are being used/stored;
e. Promote awareness among workers on how to handle oil/lubricants;
f. Train workers how to clean up small scale spills;
g. Promote good housekeeping practices during construction;
h. Ensure drip trays are present when re-fueling;
i. Prepare a Spill Emergency Plan specific for the project;
In case of spill:
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j. Immediately report to the company representative in case of any spill;
k. Stop the source of spill (close valve, seal pipe, seal hole or as appropriate);
l. Check for hazards, flammable matters on site;
m. Clean the spill by removing affected top soil layer by trained employees (they should be wearing
appropriate PPE);
n. Treat the removed soil as hazardous waste;
o. Adopt as much as possible dry cleaning techniques to decrease resulting wastewater, and to avoid
flushing of spills to deeper soil layers.
SWR.C.3. Inadequate
storage and disposal of
solid wastes
During various
construction phases,
mainly during
clearance and
demolition of existing
structures
SWR.C.3. The potential impact resulting from Poor Waste Management should be reduced by implementing
the following measures:
a. Segregate at source domestic waste, construction waste that can be reused, construction waste to be
disposed of, etc.
b. Sort excavation waste resulting from construction activities:
c. Reuse part of the excavation waste in backfilling; and dispose of the rest (if any) in a permitted
construction and demolition waste dump designated by the respective Municipality in agreement with
the MoE;
d. Schedule the works for the dry season if possible;
e. Progressively carry out rehabilitation of disturbed areas following completion of work in each area
(rehabilitation will include reinstatement of soil, surface leveling, re-vegetation and mulching where
applicable);
f. Ensure that standards of “good housekeeping” are maintained (i.e., avoiding littering, preventing
storage of combustible waste for more than 24 hours to prevent attraction of pests and flies).
g. Stockpiles shall be covered and contained to avoid them being transported by wind and rain.
SWR.C.4. Inadequate
storage and disposal of
wastewater generated
Operation of
equipment,
machinery and
workers on site
SWR.C.4. To ensure that no groundwater contamination results from poor wastewater management, the
below should be taken into consideration:
a. Provide fully impermeable septic/ holding tanks;
b. Empty septic/ holding tanks according to an adequate frequency ensuring they are never full;
c. Regular inspection of septic/ holding tanks;
d. Obtain a permit from the Municipality to transport and discharge the wastewater and sludge in
authorized sites;
e. Vehicle washing shall be only in contained maintenance areas offsite or onsite with impermeable
concrete pavement and proper drainage.
SWR.C.5. Potential
dewatering activities During various
construction activities
SWR.C.5. Impacts from dewatering shall be alleviated by adopting the following measures:
a. Testing of dewatered water should be performed prior to reuse or disposal to ensure the lack of
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that involve
excavation and
unearthing
petroleum products in it and oil-water separators shall be used as a minimum prior to disposal at
municipality and MoE approved disposal locations.
b. Water produced from dewatering, if not contaminated with petroleum products, shall be used for dust
suppression as needed or can be discharged in the storm water but only after being settled and filtered
from sediments and conditional to approval by local municipalities.
ACH.C.1. Accidental
unearthing/damage to
archaeological findings
during excavation
During various
construction activities
that involve
excavation and
unearthing
ACH.C.1. By involving the DGA since the planning phase will also be beneficial to the construction phase, if
any chance findings were to occur during the construction phase. By applying the following mitigation
measures, impacts on archaeology will be reduced:
a. Coordinate with the DGA to set a procedure if any chance findings were to occur;
b. Stop works immediately;
c. Secure the site area;
d. Inform the DGA. No actions should be taken prior to the DGA‟s investigation;
e. Construction works can only recommence after permission is given by the DGA.
B.C.1. Impacts on
biodiversity during site
clearance and
excavation of P&R
facilities, depot and
terminal
Construction works
involving excavation
and clearance at
P&R facilities
B.C.1. Based on the description of the biological environment, the anticipated project will not lead to
significant negative impacts on biodiversity. The main construction activities having negative results on
biodiversity are earth-moving activities, generation of construction waste material and wastewater effluent
discharges. Waste resulting from construction works and any other activity should be disposed of in an
allocated disposal site in agreement with the Municipality. Littering in the project area and surrounding areas
should be prevented.
Recommended mitigation measures to minimize or eliminate construction impacts on biodiversity at the
proposed location include:
a. Adopt a landscape plan that includes native trees, shrubs and herbs (Listed in APPENDIX L) to enhance
the visual aspect of the facility and play a role of reintroduction of native plant species to the areas;
b. Include Pancratium maritimum (APPENDIX L) at P&R6 facility landscape plan since it is coastal plant that
grows only on sandy beaches;
c. Removal of exotic plants species and weeds;
d. Management of landscaping plan to prevent growth of weeds and exotic species and allow
propagation and survival of native species;
e. Proper disposal of domestic and construction waste and of the waste removed from the current
dumpsite;
f. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and
dusting;
g. The transportation of lubricants and fuel to the construction site should only be conducted in the
appropriate vehicles and containers, i.e. fuel tankers and sealed drums;
h. Proper storage and prompt transportation of construction material to prevent them from being washed
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away during rainfall or carried by wind.
B.C.2. Site clearance
and excavation of
Beirut-Tabarja trunk-line
and station
infrastructure
Construction works
involving excavation
and clearance on
Beirut-Tabarja trunk-
line and stations
B.C.2. Proposed mitigation measures for the prevention and minimization of impacts from the removal of
vegetation at the median section are:
a. Adopt a landscape plan at stations where possible that includes native trees, shrubs, herbs (APPENDIX L)
and climbers (Lonicera etrusca) which will enhance the visual aspect of the stations and play a role of
reintroduction of native plant species to the areas;
b. Removal of the very destructive invasive tree Ailanthus altissima from sides of streets in Jounieh and Kaslik
areas and replacing them with native trees (APPENDIX L);
c. Plant a native tree for every tree that is removed. If no place is available on the line or at stations,
another place should be found to plant these trees such as sidewalks, abandoned public lands on sides
of streets, public gardens;;
d. Remove olive trees planted in the median strips to be relocated in different places or sidewalks as
mentioned above;
e. Avoid removal of the very old tree at the intersection of Charles Helou and George Haddad because it
is very big and old and no tree will replace it.
f. Proper disposal of domestic and construction waste and of the waste removed from the current
dumpsite;
g. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and
dusting;
h. The transportation of lubricants and fuel to the construction site should only be conducted in the
appropriate vehicles and containers, i.e. fuel tankers and sealed drums;
i. Proper storage and prompt transportation of construction material to prevent them from being washed
away during rainfall or carried by wind.
B.C.3. Site clearance
and excavation of
Beirut Outer ring
Construction works
involving excavation
and clearance on
Beirut Outer ring
B.C.3. Proposed mitigation measures for the prevention and minimization of impacts on vegetation at the
median section of the Outer Beirut Ring are:
a. Adopt a landscape plan at stations where possible that includes native trees, shrubs, herbs (APPENDIX L)
and climbers (convolvulus sp.) which will enhance the visual aspect of the stations and play a role of
reintroduction of native plant species to the areas;
b. Plant and allow to propagate Matthiola crassifolia, all Limonium species, Crithmum maritimum and
Urginea maritima in public gardens and spaces along the Beirut sea side strip to compensate for the loss
of the green areas at stations. Matthiola crassifolia is a native plant species that is endemic to Lebanon
and threatened according to the IUCN red list. Its protection and propagation will bring a positive
impact for the project on the biodiversity of the area. In addition, there is a need to allow the above
mentioned plants to grow along the median strip of the sea side road in Beirut and remove the exotic
species gradually;
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c. Plant a native tree for every tree that has to be removed. If no place is available on the line or at
stations, another place should be found to plant these trees such as sidewalks, abandoned public lands
on sides of streets, public gardens such as the public garden under the cola bridge in Beirut;
d. Proper disposal of domestic and construction waste and of the waste removed from the current
dumpsite;
e. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and
dusting;
f. The transportation of lubricants and fuel to the construction site should only be conducted in the
appropriate vehicles and containers, i.e. fuel tankers and sealed drums;
g. Proper storage and prompt transportation of construction material to prevent them from being washed
away during rainfall or carried by wind.
B.C.4. Impacts on
biodiversity during site
clearance and
excavation of P&R
facility (8), Safra depot
and Tabarja terminal
Construction works
involving excavation
and clearance of
Safra depot, P&R (8)
and Tabarja terminal
B.C.4. Recommended mitigation measures to minimize or eliminate construction impacts on biodiversity at
the proposed location include:
a. Prohibition of unnecessary cutting or damaging of mentioned native trees within or surrounding the
proposed sites;
b. If removal of certain trees was necessary, plant a native tree for every tree that has to be removed. If no
place is available within the site, another place should be found to plant these trees such as sidewalks,
abandoned public lands or public gardens;
c. Adopt a landscape plan that includes native trees, shrubs and herbs (APPENDIX L) to enhance the visual
aspect of the facility and play a role of reintroduction of native plant species to the areas;
d. Removal of invasive, exotic plants species and weeds (e.g. Ailanthus altissima)
e. Management of landscaping plan to prevent growth of weeds and exotic species and allow
propagation and survival of native species;
f. Proper disposal of domestic and construction waste and of the waste removed from the current
dumpsite;
g. Enclosing all fine earth materials during transportation to and from the site to prevent spillage and
dusting;
h. The transportation of lubricants and fuel to the construction site should only be conducted in the
appropriate vehicles and containers, i.e. fuel tankers and sealed drums;
i. Proper storage and prompt transportation of construction material to prevent them from being washed
away during rainfall or carried by wind.
j. Prevention of littering in the area.
HS.C.1. Impact on During various HS.C.1. Mitigation measures of SWR2, SWR3, AQ1 and AQ2 contribute indirectly in reduction of potential
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workers‟ and
pedestrians‟ safety
resulting from improper
handling and storage
of construction material
and construction
activities
construction activities
that generates waste
and requires raw
materials
impacts resulting from improper handling and storage of construction materials and construction activities. In
addition:
a. The contractor should have a clear and detailed safety protocol to be applied at all time and
accordingly train all workers and staff of safety procedures;
b. The contractor should monitor the application of the safety protocol and ensure the safety of workers,
the commuters and traffic in the vicinity of the project site;
HS.C.2. Impact on
workers‟ and
pedestrians‟ safety
resulting from improper
handling and storage
of chemicals and
waste generated
related to construction
activities
During various
construction activities
HS.C.2. Mitigation measures of SWR2, SWR3, SWR4, AQ1 and AQ2 contribute indirectly in reduction of
potential impacts resulting from improper handling and storage of chemicals and waste generated related
to construction activities. In addition:
a. The contractor should have a clear and detailed safety protocol to be applied at all time and
accordingly train all workers and staff of safety procedures;
b. The contractor should monitor the application of the safety protocol and ensure the safety of workers,
the commuters and traffic in the vicinity of the project site;
c. Periodic audits should be conducted for on-site waste management practices, waste disposal
contractors and disposal facilities at different construction sites.
HS.C.3. Workers
exposure to
occupational hazards
(e.g. noise, air pollution,
dust, fire hazards, etc.)
and potential for
accidents
During various
construction activities
HS.C.3 Mitigation measures of AQ1, AQ2, N1, N2, SWR2, SWR3, SWR4 indirectly contribute to mitigating
impacts on workers. In addition, there should be detailed safety protocol, and all workers should be trained
upon that protocol. The safety should consider:
a. Installing proper barricades, signs, providing flags, lights and personnel to control the traffic and separate
the construction area from potential receptors;
b. Movement of trucks, loading and piling construction or excavation material, and building elevated
structures;
c. Provide PPEs to workers and personnel on construction sites; assure proper signage of all construction
areas (zoning areas) and storage location of hazardous material.
d. Emergency plans/ evacuation plans in case of injuries and accidents
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SE.C.1. Induce
potential secondary
development and
impact on utility
provision during project
construction
During various
construction activities
SE.C.1. Some of the mitigation actions that can prevent impacts caused on utility services and secondary
developments include:
a. Surveying and evaluating the utility infrastructure (water pipes, electricity lines, sewerage networks etc.)
and the developments surrounding the construction sites (residential buildings, industries, businesses etc.)
prior construction planning;
b. Contractors should assess construction locations in advance for potential disruption to services and
already executed/planned developments, and identify risks;
c. If temporary disruption is unavoidable, the contractors in collaboration with local authorities should
develop a construction plan that would minimize the disruption and communicate the dates and
duration to respective stakeholders;
d. Potential receptors surrounding the construction sites should be informed in advance regarding utility
shifts and major constructions that might impact their activities;
e. Specific elevated structures such as pedestrian bridges along the BRT line should be studied with utility
master plans and construction activities planned accordingly to ensure to existing surroundings and
utilities are minimized
SE.C.2. Impacts on
visual amenity due to
landscape change
and new constructions
During various
construction activities
SE.C.2 Minor visual impacts are expected from the construction activities and installation of work camps,
since most of the construction area is already urban, however certain measures can be taken to minimize
impact:
a. Proper enclosure or the construction camps at different sites, specifically at the median section, where
the erected barriers can include the final design of the BRT system, which would motivate commuters
and provide positive advertisement for the BRT system;
b. Plan the movement of equipment and materials during times of least visual impact (e.g. work day start
and end) where applicable;
c. Locate piles and topsoil in visually unobtrusive locations where practical;
d. Use existing roads and tracks where applicable instead of creating off-road tracks, and minimize length
and width of the created road when necessary;
e. Minimize construction time near sensitive visual receptors;
f. Duration of the construction activities should be optimized to avoid installation of work camps for long
periods, and the barriers should be uninstalled in short time following the completion of
works/decommissioning;
g. Proper landscaping that promotes tree planting and unified visual design (signs, street lights, sidewalks,
etc.)
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Environmental and Social Management Plan for the Operation Phase
Source of Impact Project Activities Mitigation Measures
T.O.1. Traffic
congestion during the
execution of the
project and the
operation
Beginning of
operation and
passenger shift to BRT
system
T.O.1. An important factor in reducing the grace period and the time for transport mode change is the
advertisement of the BRT system. Discounted fares and tickets, promotion of Intelligent Transportation
Systems (ITS) can be used to attract commuters and facilitate faster shift from use of private cars to using
buses
T.O.2. Traffic
congestion at P&R
facilities and at bus
stations if no upgrading
of roads and
infrastructure takes
place
During the operation
of the BRT system
T.O.2. Traffic congestion at P&R facilities can be reduced/prevented if rehabilitation of roads is integrated
with the BRT project that will ensure serving the demand with the available facilities. Providing facilitates (e.g.
auxiliary pedestrian platforms connecting P&R facilities to the stations, traffic management corridors and
signage, etc.) that would ease pedestrian and traffic flow would contribute to avoiding traffic and faster
interchange between commuter modes
SWR.O.1. Fueling and
maintenance
operation
During relatively
deeper excavation
works
SWR.O.1 To ensure the minimum contamination of soil and groundwater in case of any spill or leakage, the
below shall be implemented:
a. Promote awareness among workers on how to handle oil/lubricants;
b. Promote good housekeeping practices;
c. Put in place a maintenance schedule as part of the inspection procedures of all storage tanks and pipes
for risk minimization;
d. Use standardized fuel spill prevention system for locomotive fueling, including automatic shut-off systems;
e. Storage tanks and components shall meet international standards for structural design integrity and
operational performance to avoid catastrophic failures during normal operation and during exposure to
natural hazards and to prevent fires and explosions;
f. Storage tanks shall have appropriate secondary containment, including procedures for the
management of containment systems. Appropriate secondary containment should satisfy the following:
i. Consist of berms, dikes, or walls capable of containing the larger of 110 percent of the largest tank
or 25% percent of the combined tank volumes in areas with above-ground tanks with a total storage
volume equal or greater than 1,000 liters and will be made of impervious, chemically resistant
material;
ii. Consider means to prevent contact between incompatible materials in the event of a release;
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g. Transfer of hazardous materials from vehicle tanks to storage in areas with surfaces sufficiently impervious
to avoid loss to the environment and sloped to a collection or a containment structure not connected to
municipal wastewater/storm water collection system;
h. Leak detection may be used in conjunction with secondary containment, particularly in high-risk
locations. Leak detection is especially important in situations where secondary containment is not
feasible or practicable, such as in long pipe runs, these include:
i. Use of automatic pressure loss detectors on pressurized or long distance piping;
ii. Use of approved or certified integrity testing methods on piping or tank systems, at regular intervals.
SW6. In case of underground storage tanks; the following shall be applied:
i. Assessing local soil corrosion potential, and installing and maintaining rust protection for steel tanks;
j. For new installations, installing impermeable liners or structures (e.g., concrete vaults) under and around
tanks and lines that direct any leaked product to monitoring ports at the lowest point of the liner or
structure;
k. Monitoring the surface above any tank for indications of soil movement;
l. Reconciling tank contents by measuring the volume in store with the expected volume, given the stored
quantity at last stocking, and deliveries to and withdrawals from the store;
m. Consider the monitoring groundwater of quality down gradient of underground storage locations, if
possible;
n. Evaluating the risk of existing underground storage tanks, if any, in newly acquired facilities to determine if
upgrades are required or if they should be replaced or abandoned.
SWR.O.2. Hazardous
and non-hazardous
wastes from
maintenance activities
Operation and
maintenance of
equipment and
machinery
SWR.O.2. To ensure the minimum contamination of soil and groundwater from wastes generated from
maintenance activities, the below should be taken into consideration:
For hazardous material:
a. Training of operators on release prevention, including drills specific to hazardous materials as part of
emergency preparedness response training;
b. Use of aqueous detergent cleaning solutions or steam cleaning, or use and recycling of aliphatic
cleaning solvents (e.g. 140 solvent);
c. Use of water-based paints;
For Wastewater:
d. Use of ultrafiltration to extend the life of washing solutions for aqueous parts or use of alternatives to water
cleaning (e.g. dry cleaning by wire brush or bake oven);
e. Plumbing connection of floor drains, if any, in maintenance areas to the wastewater collection and
treatment system;
f. Prevention of discharge of industrial wastes to septic systems, drain fields, dry wells, cesspools, pits, or
separate storm drains or sewers. Keep wastewater from service bays out of storm drains by constructing
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berms or other barriers;
g. Depending on the volume of contaminants present in the wastewater, and whether the BRT facility is
discharging into a municipal system or directly to surface waters, pretreatment of effluents may be
necessary to reduce contaminant concentrations. Pretreatment systems typically consist of oil / water
separators, biological and chemical treatment, and activated carbon systems.
For Waste Management:
h. Understanding potential impacts and risks to soil and water resources associated with the management
of any generated hazardous waste;
i. Establishing waste management priorities at the outset of activities based on an understanding of
potential soil and water resources risks and impacts and considering waste generation and its
consequences;
j. Establishing a waste management hierarchy that considers prevention, reduction, reuse, recovery,
recycling, removal and finally disposal of wastes;
k. Apply the proper storage and disposal of wastes.
SWR.O.3 Solid waste
generated from
passengers at different
facilities
Operation and
maintenance of
equipment and
machinery
SWR.O.3 To ensure the minimum contamination of soil and groundwater from general waste at Park and
Ride Facilities, the below should be taken into consideration:
a. Instituting a solid waste recycling program, depending on the existence of local facilities, with labeled
waste containers in the Park and Ride Facilities for metals, glass, paper, and plastics. Food establishments
should segregate compostable and other food waste for recycling as agricultural fertilizer and animal
feed;
b. Passenger bus operators and cleaning contractors should be encouraged to segregate waste in the
buses by separating the collection of newspapers / papers, plastic, and metallic containers.
B.O.1. Impacts on
biodiversity during
regular operation
During operation of
the BRT system and
utility of different
facilities
B.O.1. Recommended mitigation measures to minimize or eliminate the impacts of project operation on
biodiversity include:
a. Protection of the natural plant species that may grow on sidewalks and median strips along the line such
as Matthiola crassifolia, Limonium sp, Crithmum maritimum and Urginea maritima;
b. Removal and management of weeds and exotic and invasive species;
c. Proper management of liquid and solid waste generated by the project;
d. Prevention and control spills of fuel and oil.
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SE.O.1. Impact on
livelihood of current
bus drivers and public
transport operators due
to passenger shift to
BRT
During the execution
of the BRT system and
long term operation
SE.O.1. The project has considered options and incentives to encourage local operators to join the new BRT
and bus concessions. Such incentives include requiring the new concessionaires to buy or rent a number of
existing red plates from the small operators, the recruitment and training of drivers, encouraging local
operators to join as shareholders and partners into the new concessions, and allowing operators to continue
operations along the new bus and BRT lines according to specifications (schedule, bus requirements…)
agreed with the concessionaires and public authorities.
Since it is expected that the project will contribute to increasing the overall demand for public transportation
in Lebanon, new markets are anticipated to be created and new passengers attracted to the system. This
will benefit local operators since not all trips and destinations will be covered by the new system and many
new passengers will still need an additional public transportation mode to bring them closer to their final
destination. The existing local operators are therefore expected to adjust their operations in accordance
with the newly generated demand, resulting in complementary systems.
SE.O.2. Resource
consumption for the
operation of buses and
for maintenance
activities
During the operation
of the BRT system
buses
SE.O.2. Maintenance and fueling of the BRT buses is necessary. There are negligible to minor impacts related
to resource consumption, which can be reduced through maintaining the buses in good conditions and
ensuring their operation efficiency. This ultimately contributes to less fuel consumption per trip and reduced
requirement for major maintenance works
SE.O.3 Frequent bus
stops and multiple
stations leading to the
increase in travel time
and discouraging BRT
system users
During the operation
of the BRT system
buses
SE.O.3 The feasibility of the system and the design take into consideration all factors related to passenger
demand, size of the fleet, positioning of the stations, the required space, number of stations and the distance
between stations to optimize the operation of the system and provide efficient and fast service to the
commuters.
SE.O.4 Impact on
safety due to lack of
monitoring, selection of
drivers, etc.
During the operation
of the BRT system
buses
SE.O.4 To ensure public safety and eliminate commuters‟ unease, the BRT system should:
a. Install CCTV system that monitors all activities at the terminals, stations and P&R facilities in addition to the
buses;
b. Secure access to different facilities through installation of barriers and enclosed fences to allow only
commuters with the dedicated passes to access the system;
c. Provide security personnel wherever necessary to control the crowd and monitor any suspicious
activities;
d. Enforce the operators to develop an eligibility criteria for recruiting the drivers and system operators that
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are in constant interaction with the commuters, and provide training to ensure efficient and safe
operation of the system;
e. Include evacuation plans at all facilities and emergency preparedness plans;
f. Include proper timetables, traffic signs and directions on all buses and stations accommodating all
commuters without any discrimination.
SE.O.5 Difficulty in
changing the behavior
of people to stop using
their cars and shift to
the BRT system
During the operation
of the BRT system
buses
SE.O.5 Specifically during the launching of the BRT system and thereafter awareness campaigns should be
conducted to encourage people to use the BRT system in addition to incentive schemes. This can be
achieved through general media, advertisements, social media, awareness campaigns at different locations
tackling various social groups. Proving the efficiency of the system and advertising its advantages play a
major role in changing the behavior of the public and encouraging commuters to use the buses instead of
their personal vehicles.